Schllc

As it was explained to me, it’s a mandatory HSI for this engine simply because of the timed out parts. This engine was a helicopter engine that was adopted for airplane use, which is why it is temperature limited, by altitude rather than torque. I didn’t find the $75,000 hot section out of line, because it’s basically equivalent to a 1600 hour tbo. The fact that no other auto pilot can be put in nor TKS be added is what queerered the deal for me. I don’t think the GFC 500 can be added after the turbine, it would’ve had to be done prior to the turbine being installed. So even upgrades are limited on this particular model.

it isn’t like a pt-6 hot section parts are timed out and the hot section is a fixed price of $75k. I looked at that one in person, hasn’t flown much in the last five or so years. paint is decent, interior is rough, and the avionics are pretty dated. It does have a decent useful load, but still, three hours is about the max for planning purposes. it’s tempting, I think they keep it annual, but don’t fly it much because the hot section is only a few hours away. It didn’t occur to me to ask, but it it may be in a 135, which is why the HSI is important.

I’ve purchased three sets from aero sheep. the latest set were very well fitting and they changed from those stupid clips to plastic buckles on the bottom which work a lot better. I always thought they would be hot, but one plane I had came with them and after flying with them I was a convert. I even got them in my truck. I wouldn’t want to take a long trip in a plane without them.

https://www.thisdayinaviation.com/tag/teledyne-continental-tsio-360-gb-1/ this record breaker is actually listed for sale presently. The owner didn’t k ow about the record. (The one in the lead pic is. It the plane that broke the record) https://www.controller.com/listing/for-sale/202016847/1979-mooney-m20k-231-piston-single-aircraft

For me airplanes are like boats. They are 100% discretionary and unnecessary. When I bought my first boat someone told me that old saying, the two happiest days of a boat owners life are the days he buys it and the day he sells it... This was not my experience, I loved all my boats, and was sad to see each one of them go, and I feel the same way about my airplanes. The point is, I view them both romantically. I get excited and happy when I see them. This, for me, is a prerequisite to buying one. Reason being is that you have to write a lot of large random checks to care for them. If you do not love them, you will resent this exercise. I am also checked out in the cirrus and have flown the latest and greatest... I find the cirrus to be an ugly airplane, the side stick is odd, the cockpit is noisy, and the training is antithetical to everything I learned and feel is important. When you get checked out the instructor gives you a debrief after each flight and the only comments they had for me was to engage the autopilot sooner after takeoff and leave it engaged longer on approach. It is not a pilots airplane, it’s a button pusher platform. This isn’t meant to denigrate its capabilities, merely the fact that it’s disconnected from the one thread that connects me to aviation. To each their own, but I prefer something that makes me happy every time I go to climb in it, and the cirrus never did that for me.

Completing the training and especially the instrument rating in your primary aircraft is the definition good training practice. I bought my ovation 3 two weeks before my ppl check ride. I did all of my instrument training in my ovation and 700+ hours later, I am very comfortable and proficient, which I personally equate with safety, in my aircraft. I don’t believe flying two completely different airframes, engines and avionics over two years and transitioning into yet a third as a new pilot is safer or smarter. Point being, people are successful with both methods, and if one’s decisions in aviation are purely driven by budget, it’s probably not a good hobby to choose. A hangar, annuals, oil changes, tires etc, pretty much the same for any plane. Even insurance on a 100k plane to a 400k plane isn’t more than probably 2k annually. I have not found aircraft ownership to be cheap nor punishingly expensive. Of the five airplanes I’ve owned, all mooneys, and all 2005 or newer, I haven’t had any real expensive issues to fix, just regular wear and tear things.

I tried them all, I have some hearing loss already from a previous life but it’s only in certain octave ranges. The anr headsets, aside from being incredibly uncomfortable on my head, gave me headaches and problems for days after long flights. I then tried the clarity aloft in ear. The noise reduction and clarity was exponentially better than Bose or lite speed, and they are so light and comfortable, wearing for 6 hours was no problem at all. I can’t imagine flying with anything else. The wife and kids are fine with the litespeeds or Bose, I wouldn’t subject any passenger I wanted to return to fly again, to the flight school specials...

My reference was only to gauge how you would price compared to the same plane with the logs. if you can’t prove ads have been complied with, you have to pay a shop to confirm. It’s that simple. It affects value, that is axiomatic. To what extent, is what the market determines. Unfortunately, or fortunately, depending on your perspective, there are plenty of naive buyers. I'm a research nerd.... two sides to that coin too....

It’s a very simple question.... what will you say when you go to sell the plane and people call you and ask why the logs are missing? it’s probably ok, and probably not nefarious, but you have to wonder and so will the next buyer... it isn’t the defining quality of the plane, but it is VERY relevant.

Try the static cling window film. Its$26 from autozone, fold away easily when not needed, doesn’t ever get in the way and blocks bright spots much more effectively. I use three pieces around 12x16. You can double or triple them too. Even the tiny factory ones are always in the way in my plane.

UL is in the 700’s. That’s punishing...

Someone told me a long time ago when I was shopping for my first plane, “the last time anyone asks about a Mooney’s useful load is before they buy one”. I didn’t really know what that meant at the time. I think I do now... I would love to be one of the first to buy the stc for the new landing gear if it ever happens.

Tach on g1000 is the only thing that matters, I’m not sure why a Hobbs is even installed in the aircraft anymore, although I’m sure someone will explain here shortly.. But the tach on the g1000 is all that matters. seatbelts can be disconnected and labeled inop, and won’t affect airworthiness if this is done.

I bought my first Mooney, a g1000 310hp ovation two weeks before my ppl check ride. I had 40 hours total when I started flying in it. It was absolutely the right choice, and I would not hesitate to recommend it to anyone learning. I do believe the fact that I owned the plane (unlimited access) and flew with an instructor for close to 50 hours while working on my ifr in a Mooney was the reason it worked so well, but suggesting low time pilots “shouldn’t be in a complex high performance airplane”, is just wrong. Air Force and navy pilots are in turbines from day one. I do agree the individual has a lot to do with how fast people progress, but I believe most would adapt well, the Mooney is not that difficult a plane to fly.

I saw that, he is emailing me the paperwork details. It’s been suggested, that since other long bodies have them installed it will be a simpler process. I’ll post the results when the time comes.

They aren’t on all the 2007’s. I’ve had two that didn’t have the new style caps

I don’t recall having a problem on the ultra, but obviously didn’t have the Monroe tanks. they are a dramatic improvement to the old caps that felt like lead. Where can the caps and items needed for install be acquired? Is this an stc, or just a field approval?

I owned one so I can attest to their existence!

Does anyone know where these can be sourced and if they can be installed? I’m going to have an older ovation, I’m in the process of acquiring, painted in the near future and was going to reseal tanks prior. I’d love to incorporate the new caps. If you have not had the pleasure of using them, you should give them a look. They are so much nicer that those two pound bricks we have, and never misalign the way the old ones had a tendancy to do.

Awesome photos. I always liked that paint scheme. also think that’s the best view of Mooney belly that I’ve ever seen.

I believe experience level to start flying any plane is irrelevant much less a Mooney. The air force puts people directly into planes way more complex. I would say it is all about training and humility. I bought my first plane, an ovation as I was finishing my ppl, and I looked at a LOT of planes before I bought. I was first drawn to the Mooney was because of my mission. But my rationale was that I was going to pay someone to fly with me a great amount of hours in the next year as I gained experience, trained for ifr, and became proficient enough to fly my family. So if I was going to do that, why wouldn’t I do it in the plane I plan to fly long term? I hired a CFI who was looking for a job flying freight to fly with me my first 50 hours in the Mooney. I realized I would gain all of those critical experiences in “my plane”, and all of my procedures and habits would be shaped around that platform. To me this seemed much smarter than flying some different plane for two years and then learning a new one. I now have six years of experience, 800+ hours, 650 of that in long body mooney’s, the rest in a variety of planes. Basically, anything anyone will let me fly in. I feel very comfortable, believe I am safer and more proficient than I would be with half the hours i now have in a Mooney. It’s the same thing with steam gauges or glass. I’m sure a guy with 30 years behind steam gauges is a LOT more comfortable and proficient with them than a glass cockpit. I did all my 172 time as a student with those old broken down everything inop flight school planes. All steam gauges and no gps, but after I flew with a g1000 I didn’t want to go back. Everyone has to decide which route is best for them, and I’m not suggesting my path is better than any other, just explaining my logic...

I forgot once a few years ago. I went and found a planter in the airport and stuffed the knife in it. Figured I forfeit to TSA or take the chance. It was there when I got back!

The only time i consider commercial is when plane is down, or time doesn't permit me to make weather calls. Otherwise, i am going in my own plane. It is never a cost factor, that would be like saying you own a boat to save money on fish... Plus, thats why i own a plane!

I would trust Switlik to do the prebuy. He has done several annuals for me, on my mooney’s and is a solid guy.

My only interest in the 210 was for flight plan transfer. my last plane had the 510 and it’s incredibly useful. I miss the nxi and the flight stream a lot more than I thought I would.